Internal-combustion engine.



2 Sheets-Sheet l.

Patented nec. la, |900] I llllll.II .IL

(A'ppumiun med Apr. 2e, 1900.)

INTERNAL coNBusTloN ENGINE.

No. 664,|a4.`

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INTERNA' combustion ENGINE.

(Aucaeion med- Apr. 2e, 1900.)

2 Sheets-Sheet 2 (No Moniek) INVENTOR.

WITNE g: @gyms PETERS co, Puo-mundo, wnswmcmx, D. c

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PATENT y JOHN DOUGILL, OF MANCHESTER, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

SlECIFICATION forming part of Letters Patent No. 664,134, dated December 18, 1900.

Appiimion inea April ze, 1900.

To a/ZZ whom it may concern:

Be it known that I, JOHN DOUGILL, engineer, a subject of the Queen of Great Britain and Ireland, residing at 84 Choir street, Broughton Lane, Manchester, in the county of Lancaster, England, have invented certain new and useful Improvements in and Applicable to Internal- Combustion Engines, (for which I have made application in Great Britain, No. 19,155, dated September 23, 1899,) of which the following is a specification.

My said invention relates to gas or liquid hydrocarbon-engines, and has reference to means for controlling the supply of fuel to be consumed Within the cylinder or cylinders of such internal-combustion engines.

To obtain the greatest efficiency from acharge of explosive 1nixture,it is Well known that a certain definite proportion of air and fuel, which may be either gas or liquid hydrocarbon, must be maintained. If these proport-ions of air and fuel constituting the explosive mixture vary at varying piston speeds, the efficiency of the explosion is naturally greatly affected. It follows then that with an engine Working at a given piston speed and requiring a suitable combustible mixture therefor a definite time must be allowed for the mixing and admission of the air and fuel. If the piston assume a greater or less speed, the period of mixing and admission of air and fuel is varied accordingly, with detrimental results. Thus to secure perfect working a definite piston speed must be maintained. The object of my invention is to obviate this defect, which I do by providing means whereby a definite suitable mixture of combustible gas, oil, or fuel is automatically supplied to the interior of the cylinder at any of the varying speeds at which the motor may be required to run.

My invention will be clearly understood from the following description and drawings.

In the said drawings, Figure 1 is a side view of an appliance constructed in accordance with my invention. Fig 2 is a front view of Fig. 1.

In carrying my invention into effect I provide a suitably-formed casting or chamber A, which is placed in a convenient position over the air-supply passage leading to the inte- Seral No. 14,481. (No model.)

rior of the cylinder or cylinders of the internal-combustion engine. The mixing-chamber ct, formed in the interior of the casting, is furnished with a number of tilt-valves or pedals b b b2 b3, each valve being held on its seat by means of springs or loads c c c2 c3, the tension or weight on each of which is in excess of its neighbor, commencing with the rst valve at a minimum and gradually increasing to a maximum as the last valve is reached. Thus, for instance, if the va-lve b be held to its seat with a force equal to one pound the valve b might be held to its seat by a force equal to two pounds, the valve b2 by three pounds, and so on. tension of the springs c c' c2 c3 being readily adj usted, one end of each spring is connected to a bar or squared rod c4, on which milled nuts c5 or the like are screwed.

The number of valves would vary according to the size and range of speeds of the engine. The valves b b b2 b3 are centered on spindles or rods d c, two valves to each spindle, this arrangement being adopted in order to provide long bosses for the levers of the tilt-valves, so that the valves are accurately guided to their seats (or, as shown in the drawings, to the circular passages) and detrimental Wear of the parts is prevented. Within the chamber or casting A the oil or fuel supply tube f is formed or arranged. This oil-tube is in connection with the oil or fuel supply reservoir and communicates by means of ducts or channels g g g2 g3 with the interior of the mixing-chamber a, the outlets from each duct or channel being, however, normally closed by means of packings b4, carried by the levers b b b2 b3, as clearly shown in the short dotted lines in Fig. l. The casting A also carries an air regulator or valve 7L, pivoted at h', the upper end h2 of this valve, which controls the supply of air to the tilt-valves, being normally held closed by means of a spring h3, as clearly shown in Fig. 1. This regulator is operated from a part carried by the governor, (not shown in the drawings,) the part at times bearing on the disk h4, so as to rock the valve 71thereby closing the inlet to the atmosphericair passage il and drawing back the upper end h2 of the regulator, thus admitting air to the chamber h5 and to the tilt-valves.

The action of the apparatus is controlled To permit of the IOO bya suitable governor (not shown) and works in the following manner: If the engine is running light and there is no call for fuel, none is supplied, air being simply drawn to the interior of the cylinder or cylinders through the passage t'. Vhen the engine requires a shot of fuel, the part carried by the governor acts on the pivoted air-regulator h, closing the entrance to the air-passagez' and opening the air-inlet to the chamber h5, into which air is now freely admitted. As the piston moves along the cylinder a current of air is thereby induced, such air induction opening first number one tilt-valve b against the action of the spring c, thus admitting also a stream or charge of fuel along the duct g, which is thoroughly mixed with the incoming air fiowing into the chamber a past the tilt-valve l), so that mixture is supplied in a highly-combustible state to the interior of the cylinder. With an increase in the speed of the engine the period during which the stream or feed of fuel is emitted from the first tilt-valve b is curtailed, and thus a deficient supply of fuel would result. The increased speed of the piston, however, induces a correspondiugly-increased velocity of air through the passage h5, which causes the second tilt b also to open, and thus augment the oil-supply or the supply of fuel to the chamber ct. This gradually-increasing velocity of air due to the gradual increase of speed of the engine it will be seen causes the consecutive opening of the series of tilt-valves, s0 as to augment the supply of fuel as the time foradmitting the charge becomes shorter. For instance, and merely by way of indication, say, with the engine running at one hundred revolutions tilt-Valve l) remains open five seconds and supplies twenty-live minims ofoil for every fourth stroke of the piston. With the engine running at two hundred revolutions the valve b would only remain open two and one-half seconds, admitting twelve and onehalf minims of oil every fourth stroke; but with the increased velocity of air tilt-valve b is also opened for a corresponding period and admits a further twelve and one-half minims of oil, thus making up the precise charge of fuel calculated to give the best results. With a greater number of revolutions and a higher air Velocity the tilt-valves b b' remain open a correspondingly shorterperiod and further tilt-valves required to be called into use, as will be clearly understood. If the speed of the engine should decrease, the tilt-valves correspondingly drop out of use as the duration of time when each valve is openincreases. The relative speeds and proportions given above, as before stated, are to be regarded as purely explanatory of the principle involved.

In order to regulate the size of the oil or fuel orifices g g g2 g3, I may employ adjustable set-screws t, the conical ends of which may be caused to enter the oil-orifices to a greater or less extent and fixed in an adjusted position, as clearly indicated in Fig. l.

By the means above described the proper proportion of fuel and air is automatically maintained no matter at what speed the engine may be running.

Should the governor at any time cease to call for a supply of fuel, the spring h3 closes the pivoted air regulator, valve, or controller 7L and the supply of fuel to the cylinder is shut olf, air merely passing as required from the atmosphere along the passage to the interior of the cylinder.

In order to prevent the packing h on the lever h being forced too hard against its seat, the lever 7L?, forming part of the regulator 7L, is backed up by a spiral spring he, so that the lever may yield should undue weight be brought to bear on the same.

As the gist of my invention consists in the provision of means whereby a definite mixture of air and fuel is automatically int-roduced within the interior of the cylinder at all the varying speeds at which the engine may run by means of the current of air in or passing to the air-supply pipe, I do not confine myself to the exact arrangement described for effecting this, as this may be varied. For instance, the fuel-pipe may be provided with a slit for the emission of fuel, which could be covered by a slide capable of being operated by the air-current.

Instead of utilizing the air-pressure to operate the valves or valve of the fuel-supply pipe as a modification I might operate them positively by mechanism actuated by the governor or other suitable moving part of the engine.

Although my invention is useful with stationary engines, it is particularly so for t-he engines of motor-cars. For instance, by providing a motor of sufficient power change gear could be dispensed with, as no matter at what speed the car is being run a 'definite mixture of air and fuel is being automatically introduced within the cylinder of the engines at every explosion. In some cases, however, it might be desirable to avoid the use of an excessively powerful and weighty engine to provide one or more changes of gear for use only on abnormally steep gradients or bad roads.

It will be seen from the foregoing description that the fuel-controlling valves are operated through the velocity of the induced air acting on the air tilt-valves, and this velocity changes with the speed of t-he piston.

I declare that what I claim is- 1. In combination in a combustion-engine, a fuel-inlet comprising a plurality of ports, a plurality of tilt-valves controlling said ports, and means for applying varying pressures to the tilt-valves said valves being operated by the velocity of the induced air resulting from the motion of the piston, substantially as described.

2. In combination with the combustionchamber of a combustion-engine, a series of tilt-valves controlling the fuel-inlet, means IOO IIO

passage 'L' and an air-chamber h5, means for controlling the inlet of gas to the mixing- I5 chamber and an air-controller arranged to be operated to cnt 01T or allow the passage of ail` through the passage 'L' and the chamber h5, substantially as described.

In Witness whereof I have hereunto set my 2o' hand in presence of two Witnesses.

JOHN DoUeILL.

Witnesses RICHARD IBBERsoN, ALFRED YATES. 

